NATCA Bookshelf

(CAVS, Advanced Interval Management, etc.) are dependent on this functionality. Monthly tracking continues to show this as a significant problem. The SBS Article 114 work group has recommended disabling CSMM alerts across all automation platforms. NATCA SBS continues to work with the Agency toward a more proactive approach to ADS-B avionics issues that result in position error. Though these are infrequent occurrences, the Agency's ability to respond has been hampered by a lack of resources, bureaucracy, and legal constraints. These issues occur when standards for installation or configuration within aircraft or ground systems are not met. ADS-B is a cooperative surveillance source relying on position accuracy determined onboard the aircraft. Multiple ATSAP reports have been filed on the known issues to date. Controllers and facilities are encouraged to report any identified events through ATSAP and any other mechanism. In order to reduce the number of safety compromising events in the NAS an effective, efficient response mechanism is needed. The Agency has deployed additional mitigations including enhanced validation (EV) and a No Services Aircraft List (NSAL). The NSAL (aka "blacklist") is effective in dealing with chronic non-compliant aircraft, but it lacks the ability to respond quickly. As such it will likely always be needed as a backstop to compliance or enforcement issues. An issue identified and reported immediately takes a minimum of one day to place the aircraft on the NSAL. Enhanced validation (EV) shows the most promise operationally as it is a real time response to invalid ADS-B targets. The latest update to EV already deployed within 15nm around a terminal radar has shown positive results. Additional EV techniques are being analyzed, including expanding the range beyond 15nm and further increasing the responsiveness. SBS Engineering is working diligently with Harris to incorporate these changes with additional EV parameters in 2018. With 2020 approaching rapidly, these changes are needed sooner than later to limit the sporadic effects of non-compliant avionics. SBS Article 114 work group discussions resulted in all B787 aircraft being placed on the NSAL. These aircraft had a latent avionics issue that causes false position information to be displayed to the controller. This alarmed several facilities and caused both SCT and NCT to demote ADS-B in their sort cell priorities. Boeing has since released a Service Bulletin to address the problem. Most of the B787 operators in the U.S. have confirmed completing the Service Bulletin allowing them to be removed from the NSAL. Other B787 operators are being removed from the NSAL as verification of the Service Bulletin is received by Flight Standards. Advanced Interval Management (IM): An SC-186 meeting was held the week of July 16. Discussions of interest included whether to use the Third Party Flight ID (i.e., current phraseology call sign) or use the flight ID phonetically when referencing one aircraft to another aircraft. A follow-up meeting is to be held with NATCA, ALPA, and APA in August. Another item from the 186 meeting was the inclusion of information obtained from the transponder during IM operations. The airline community has some concerns regarding which information should be sent down.

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